Pressure-controlled radiator shutter



May 20, 1930. P. s. TICE PRESS URE CONTROLLED RADIATOR SHUTTER Filed Jan. 15.1927

a [m a w ww m Va 0 Z "5 0 Patented May 20, 1930 PATENT, OFFICE PERCIVALS. TICE, OF CHICAGO, ILLINOIS PRESSURE-CONTROLLED RADIATOR SHUTTER Application filed January 15, 1927. Serial No. 161,457.

The purpose of this invention is to provide an improved construction for controlling the air circulation through the radiator of a motor vehicle engine for effecting the cooling of the circulating medium, such air control being accomplished by and in accordance with the variation of engine pressures under varying runningconditions of the engine which make necessary or desirable the changes in air circulation thus produced. It consists in the elements and features of construction shown and described as indicated in the claims.

In the drawings Figure 1 is a diagrammatic view showin one form of this invention with the devices embodying it in their respective positions rel- I ative to the engine and radiator.

Figure 2 is a detail sectional view of the radiator and theconstruction comprising said devices, section being axial with respect to said devices in a vertical plane and in a fore v and-aft vertical plan through the radiator.

Figure 3 is a view similar to Figure 2 showing a modified form of said devices.

Figure 4 is a diagrammatic view of the same general character as Figures 2 and 3, showing a second modification.

Figure 5 is a similar view showing a third modification.

In the construction shown in the drawings, the engine is indicated at A, the radiator at B, the intake manifold at A The radiator is shown of familiar construction, having the air circulatory control consisting of pivoted shutters, 10, each having a pinion, 11, and a rack, 12, engaging the pinions of the several shutters for actuating them simultaneously and equally. In the form shown in Figure 2 there is mounted upon the radiator casing rigidly therewith a diaphragm chamber comprising two casing'members, 20 and-21, partitioned by flexible diaphragm, 22,.the chamber space, 23, at one side of the diaphragm being connected by a flexible pipe, 24;, with the intake manifold, the chamber space, 25, at the other side of the diaphragm having atmosphere inlet shown at 26. Within the diaphragm chamber, 20, in the space, 25, having the atmosphere inlet mentioned, there is located a second diaphragm chamber, 27, closed shutters.

at one side by a flexible diaphragm, 28, which is exteriorly exposed to atmospheric pressure derived through the port, 26. The two diaphragms, 22 and 28, are connected together by a hollow stem, 29, through which the spaces, 23, and 30, behind the respective diaphragms are in fluid pressure communication so that pressure or suction derived from the intake manifold through the pipe, 24, is experienced equally at the inner sides of both diaphragms while their outer sides are exposed in the space, 25, to atmosphericpressure. A spring, 31, is provided in the space, 23, reacting for holding the diaphragm, 22, pressed toward the diaphragm, 28, and a spring, 32, in the chamber, 27, reacts upon the diaphragm, 28, for holding it normally and yieldingly pressed toward the diaphragm, 22. The diaphragm chamber, 27, has astem, 33, extending out through the wall of the dia-' 7 phragm chamber, 20, said stem being formed 1 at its outer extremity as a rack, 33, engaging one of the pinions, 11, of the radiator And it will be understood that the entire diaphragm chamber, 25, with its diaphragm and interior spring is adapted to move bodily for thrusting the stem, 31, outand retracting it inwardly with respect to the chamber, 20, to cause the'rack, 33, to actuate the shutters, 11, through the gear construction described for adjusting them to closed or variably open position.

The operation of this construction maybe understood to be that at normal position of all the parts, atmospheric pressure being experienced in the chamber, 23, and the pressure in the intake manifold being atmospheric, the engine being not in operation, the radiator shutters, 11, are held at closed position as seen in Figure 2. Upon the engine being started and running the condition of subatmospheric pressure or vacuum resulting in the intake manifold under conditions for causing the least degree of vacuum,the least departure from atmospheric pressure, that least departure from the atmospheric pressure is sufficient to cause the diaphragm, 22, experiencing at one side this slight reduction below atmospheric pressure as against the full atmospheric pressure at the other side, to

dimensioned so'that this 90 degree movement will'be produced by the collapse of the diaphragm, 22, which results from the least degree of suction or partial vacuum which it obtains in the intake manifold under, any running conditions. The spring, 32, operating upon the diaphragm, 28, is tensioned to resi'st collapse of the diaphragm, 28, until the suction in the intake-manifold communicated through the hollow stem, 29, to the chamber, 27, reaches a predetermined degree; and when the running conditions of the engine are such asto develop this degree of vacuum or departure from atmospheric pressure in the intake manifold, the diaphragm 28, is collapsed proportionately to the excess of such vacuum beyond the predetermined degree. Such collapse, it will be seen, tends to retract the diaphragm chamber, 27, inwardly with respect to the diaphragm chamber, 20, retracting the stem, 31,'and rack,33, still further in the direction in which it was retracted by the collapse ofthe diaphragm, 22, and thereby rocking the shutters, 11, in the same direction in which they were rocked for opening, but be-- yond the wide open position, and therefore in the direction for closing, the parts being dimensioned so that the shutters will be-closed by moving through 180 degrees from their initial closed position when the intake manifold vacuum is maximum; which is when the engine is idling with nearly closed throttle. It will be understood that the result sought and accomplished by thisconstruction is to cause the radiator shutters to be wide open for producing the maximum air circulation ishes the engine running at lower speed and yond wide open position and around into their and consequent cooling effected upon the engine circulatory system when the engine is running at maximum speed under load, since at that stage the vacuum in the intake manifold is least; and as the engine work diminunder less load, the throttle being more or less closed, the vacuum passing the degree to which the spring, 32, is tensioned, causes the diaphragm, v 28, to be operated by atmospheric pressure 'for rocking the shutters beclosed position opposite the initial closed position, the degree of closing corresponding to the degree of excess of vacuum above that to which the spring, 32, is tensioned.

In the construction shown in Figure 3 the same-result is obtained with the difference that the shutters are operated for closing in the reverse direction in which they are operated for opening, instead of being operated continuously beyond their wide open position to the opposite closed position. In this modilied construction the diaphragm chamber, 40 has at one side a relatively large diaphragm, 41, exposed exteriorly to atmospheric pressure, and is partitioned from the middle chamber 49 by a rigid imperforate partition,'43, and from the chamber, 40, at the opposite side of the chamber, 40 from the chamber, 40 by a lesser diaphragm, 42, and a stem, 44, from the lesser diaphragm, 42, extends out through a hollow boss,45, of the diaphragm casing and is o-peratively connected with a lever arm, 46, of a shutter, 47, which it will be understood is operatively connected in the customary manner with the remaining shutters of the radiator by a link, .43, connecting equal lever arms, 49,0f the several shutters. Pressure connection with the intake manifold of the engine is made to the diaphragm chamber between the diaphragm, 41, and the im-. perforatepartition, 43, and between the lesser diaphragm, 42, and .the outer wall of the chamber; an atmospheric inlet is provided as shown at 50 between the diaphragm so that both diaphragms are exposed to atmospheric pressure upon one side and to intake manifold pressure upon the other side. The entire diaphragm casing structure is mounted so as to have limited freedom of foreand-aft motion, which is permitted by the flexibility of the pipe, 24, that is, motion in the direction of the thrust of the stem, 44, for operating the shutters, being stopped at the side toward the engine by a fixed abutment, 51,carried in fixed position by brackets 51 51", mounted upon the engine body, A, against which abutment, 51, the center of the diaphragm, 41, bears and to which it is secured at the center. A relatively light tension spring, 52, is interposed between said diaphragm, 41, and the imperforate partition, 43; and a spring, 53, of stronger tension is interposedcoiled around the stem, 44, between the diaphragm, 42, and the outer wall of the diaphragm chamber through whose hollow boss said stem, 44, extends.

The operation of this modified construction is that the shutters standing normally at closed position, the engine not running, both diaphragms are exposed to atmospheric pres sure at both sides, and said diaphragms and the entire diaphragm'chamber device and the diaphragms therein are in the position shown in Figure 3. Upon the engine running with wide open throttle and thereby developing in the intake manifold the minimum suction cause the shrinking of the chamber, 40 V which is accomplished by the movement bodily of the entire rigid diaphragm device to ward thediaphragm, 41, the latter being the diaphragm chambers tending to cause the r stopped positively by its attachment to the abutment, 51, such movement including the diaphragm, 42because said diaphragm is held by its spring, 53, in position of expansion of the chamber, 54until the suction communicated through pipe, 24, exceeds the-tension of the spring, 53. And such movement bodily of the whole diaphragm device, including the diaphragm, 42, retracts the rod, 44, for rock-v ing the shutter-operating lever armthroughan angle of 90 degrees for setting the shutters at wide open position. Upon increase of intake engine suction-increase of vacuum resulting from partial closing of the throttle and'reduced engine speed, such increase of suction eventually becoming sufficient to collapse the diaphragm, 42, against the predetermined resistance of the spring, 53, operates to thrust the stem, 44, forward outward with respect to the diaphragm chamber device and rock the shutterback in the reverse direction from that in which it was rocked by the first mentioned bodily movement of the entire device resulting from minimum suction operating upon the diaphragm, 41, and closing the shutters proportionately to the suc tion operating for opposing the reaction of the spring, 53. That is to say, the'operation of this construction is to the same ultimate intent as that of the construction shown in Figure 2, viz., that the minimumsuction deand engine, each having one wall consisting of a flexible diaphragm indicated at 81 and 91 respectively, exteriorly exposed to atmospheric pressure, the chambers being each connected by pipe, 24, with the intake manifold of the engine for producing partial vacuum in diaphragms to be collapsed by exterior atmospheric pressure, such collapse being opposed by springs, 82, 92, operating upon-the diaphragms, 81 and 91, respectively, the tension of the spring, 82, in relation relatively to the area of the diaphragm, 81,-being such as to permit the collapse of the diaphragm upon the occurrence of the minimum degree of vacuum in the engine intake manifold possible under engine operating conditions, and the tension of the spring, 92, relatively to the area of the diaphragm, 91, being such as to prevent the collapse of the diaphragm, 91, until the occurrence of a predetermined de-- gree of vacuum in the engine intake manifold. The stems, 84 and 94, of the diaphragms, 81, 91, respectively, are connected with an operating lever, 100, having fulcrum fixed with respect to the radiator at 101 and connected by stretched spring from a point beyond its fulcrum to any fixed point, as the arm, 95, of the diaphragm chamber, 90. The

diaphragms and the lever. The parts are dimensioned so that at normal position, being closed position of the shutter, the engine not running, the studs, 85 and 95, are at the inner ends of the slots, 86 and 96, respectively, of the diaphragm stems as seen in:Figure 4. The operation of this cpnstructionis that with the shutter, as stated, at closed position when the engine is not running and both diaphragms are consequently exposed to atmospheric pressure at both sides; the lever, 100,

is held by the spring 100 with the studs, 85

and 95, at the inner end of the slots, 86 and '96, respectively; and upon the engine running at speed and developing a condition of minimum suction in the intake manifold, such suction being communicated to the diaphragms, 81 and 91, causes the diaphragm, 81, to be collapsed to the limit of its collapsing movement and retracting the stem to the limits of the lost motion connection by means of the slot, 86, with the lever, 100, such minimum suction being inadequate to cause any collapsing movement of the diaphragm, 91, by reason of the tension of the spring, 92, for predetermining the degree of suction which will produce any movement of said diaphragm, 91. From the collapse of the diaphragm, 81, under engine running conditions for producing the minimum vacuum, the shutter is actuated from closed to wide open position, being rocked through 90 de grees, the parts being dimensioned for this of the slot, 96, in the movement of the lever, v

100, by which the shutter was adjusted to wide open position, such collapse of the diaphragm, 91, operates for rocking the lever back in the direction for actuating the shutter from wide open toward closed position, such closing movement being proportioned to the collapsing movement of the diaphragm which, as above mentioned, is roportioned to the excess of intake mani old vacuum above the predetermined'degree.

In the construction shown in Figure 5,

two diaphragm chambers,--11O and 120, are

formed unitarily and each closed at one sideby a diaphragm, said diaphragms, 111 and 121 being in the same vertical plane parallel to the radiator front,transverse with respect to the engine. A lever, 130, having fulcrum at 131 fixed with respect to the diaphragm chambers, is connected with the stems, 112 and 122, of the diaphragms With lost motion connection between the lever and said stems by means of elongated slots, 113

and 123,for engagement of the studs, 114,

124, of the lever, the-lever fulcrum being in termediate between the two stems so that the latter are actuated oppositely by the rocking of the lever about its fulcrum. The

I end of the lever remote from its connection with the stem, 1 12, is connected by a link,

101', for operating the shutter as in the pre ceding constructions. A spring,'135,having one end fixed with respect to the diaphragm chambers and the other end attached to the lever between its fulcrum and its engagement with the stem, 112, reacts upon the lever in the direction tor'holding the'studs, 114,124, at the inner ends of the elongated slots in the diaphragmstemsrespectively. As in the construction shown in Figure 4:, the spring, 115, reacting upon the diaphragm, 111, is tensioned for yielding to permit the collapse of the diaphragm upon the occurrence of the minimum suction communicated to the diaphragm chamber, 110, by the pipe, 140, which connects both diaphragm chambers with the engine intake manifold through ducts, 141, 142, in the unitary diaphragm chamber structure. And

as in the preceding constructions the spring, 125, which reacts for resisting the collapse of the diaphragm, 121, is tensioned for pre- Venting such collapse until the Vacuum developed in the engine intake manifold reaches a predetermined degree. The operation of this construction will be understood without 'further description from the descriptionof the operation of the form shown in Figure 4, being to the same result, namely, that the shutter is normally closed when the engine is not running and is set wide open by the connections shown when the engine running conditions develop the minimum suction in the'engine intake manifold and is set at varyingly open positions by the action of the diaphragm, 121, consequent upon the increase of suction in the intake 'manifold to and beyond a predetermined degree! I claim v 1. In a construction for the purpose indicated combination with means forcon trolling air circulation through the rad ator of a motor vehicle engine, an expansible and reducible device; operating connections to sa1d circulation-controlhng means from the movability it is rendered expansible and reducible, and fluid pressure connections to said device from a variable pressure region of the engine, the area of said moving element being large enough toenable the same? to operate said means to the lim t 1n opening direction upon a minimum departure from atmospheric pressure developed by the running ofthe engine; a second expansible and reducible device having a movable element of substantially less area than the first, said second device having also fluid pressure connections from the engine, and its movable element being adapted to be actuated only' upon predetermined degree of departure from atmospheric pressure, said element of said second device being connected for actuating the circulation-controlling means of the radiator in closing direction upon and proportionately to such departure from at mospheric pressure.

2, In a construction for the purposeinin engine pressures, said devices having-pres- I sure responsive elements respectively of greater and lesser areas,;said elements being connected for actuating the shutter from its closed position successively as the experienced operating pressure departs from atmospheric, the element of greater area so actuating the shutter upon minimum departure and-the element of lesser area only' upon predetermined greater departure and proportlonately to such greater departure. 3. In the construction defined in claim 2,

said pressureoperated devices being each a l chamber having a diaphragm constituting a moving element, the engine pressure connections being for suction from the intake mani fold of the engine to said chambers respectively.

'4. In the construction defined in claim 2,

the pressure-operated devices comprising each as the moving element a diaphragm springpressed in opposition to the engine pressures r l to which they are exposed, the larger di aphragm having relativelylight spring, and

operating connections from said diaphragm to the radiator shutter for wide opening by the movement of the greater diaphragm re-- a sponsive to minimum intake manifold suction. a a

5. In theconstruction defined inclaim 2,

.v 70 movable element of such device by Whose the pressure-operated devices being adapted for operation by. suction communicated to the interior of said devices, and the engine pressure connections being to the engine intake manifold. I v

6. In the, construction defined in claim 2, the pressure-operated devices comprising each as the moving element a diaphragm spring-pressed in opposition to engine pressures to which they are exposed, the larger diaphragm having relatively light spring, whereby it is adapted to respond by yielding movement to relatively slight engine pressure and being connected for actuating the radiator shutters to wide open position by such responsive movement; the lesser diaphragm having relatively more strongly tensioned spring for preventing responsive movement except upon predetermined higher engine pressures, and being connected for closing movement of the shutters by such responsive action.

7. In the construction defined in claim 2, said pressure-operating devices being each a chamber having a diaphragm constituting a moving element, the engine pressure connections being for suction from the intake manifold of the engine to said chambers respectively,.said chambers being mounted fixedly with respect to each other and having stems from their respective diaphragms; a lever having its fulcrum fixed with respect to both chambers and having lost motion connections with both diaphragm stems for permitting movement of the stem of the larger dia phragm without transmission of force by the lever to the other stem.

8. In the construction defined in claim 2, said pressure-operating devices being each a chamber having a diaphragm constituting a moving element, the engine pressure connections being for suction from the intake manifold of the engine to said chambers resnectively. said chambers being mounted fixedlv with respect to each other and having stems from their respective diaphragms: a lever having its fulcrum fixed with respect to both chambers and having lost motion connections with both diaphragm stems for permitting movement of the stem of the lar er diaphragm without transmission of force by the lever to the other stem throughout the range of movement of such larger diaphragm due to the operating fluid pressure less than the predetermined degree for operating the lesser diaphragm.

9. In the construction defined in claim 2, the pressure-operated devices being each a chamber having a diaphragm constituting the movable wall, said chambers being mounted fixedly with respect to each other and having their diaphragms each provided with a spring tending to resist movement of the diaphragm under operatingfluid pressure, the spring operating upon the larger diaphragm tween the two diaphragms; the lever con-' nection between the two diaphragms being adapted to cause said diaphragms to act in opposite directions upon the remainder of the shutter connections.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 11th day of January, 1927.

PERCIVAL S. TIOE. 

